Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
  • B64D11/0023—Movable or removable cabin dividers, e.g. for class separation
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
  • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
  • B64D11/0606—Arrangements of seats, or adaptations or details specially adapted for aircraft seats with privacy shells, screens, separators or the like

Definitions

• the present invention relates to a device for closing a passage between two seating units.
• the invention finds a particularly advantageous application in the field of aircraft.
• the "Business Class” type seats offer passengers different comfort positions, from a “sitting” position to a “recumbent” position, in which the seat defines a substantially horizontal sleeping plane so that the passenger can lengthen.
• Intermediate positions of comfort are also proposed, such as the position "relax” in which a seat back is strongly inclined.
• these intermediate positions are obtained by the inclination of the pivoting backrest about a horizontal axis and perpendicular to an axis of extension of the seat. The passenger can then stay on the seat during transitions between different positions.
• the seat generally consists of the backrest and a seat and is likely to include a legrest and / or a footrest, which can be fixed or linked to a kinematic seat.
• Certain "Business Class" aircraft cabin seat arrangements comprise a passage, arranged between two seats arranged one behind the other along a longitudinal axis of the cabin of the aircraft, allowing direct access to a corridor. for all passengers. Passengers can easily access the traffic corridor, especially when the seat is in the "down" position. As a result, when a passenger or a crew member walks in the traffic lane located laterally to the seat, particularly towards the rear of the cabin of the aircraft, he is likely to be in visual contact direct with the passenger sitting in the seat. Such a situation can bring a feeling of discomfort to the seated passenger, in the sense that he feels a lack of privacy.
• EP3225548 discloses a device for closing a passage between two seats, arranged one behind the other along a longitudinal axis of the cabin of the aircraft, comprising a door slidably mounted between a stored position, in which the door leave the passage clear, and an extended position, in which the door closes the passage.
• a door slidably mounted between a stored position, in which the door leave the passage clear, and an extended position, in which the door closes the passage.
• Such a configuration allows to define a closed interior space around the seat providing a feeling of privacy to the passenger.
• such a configuration according to the state of the art allows the passenger sitting on the seat to avoid being in direct view of other passengers and / or personnel on board walking in the traffic corridor.
• a closure device in particular a passage in a cabin of an aircraft, comprising:
• a support means able to slide along a slide in a direction of sliding
• a locking system adapted to take a locked state, wherein the locking system provides a mechanical connection between the closure wall and the support means, so that the closure wall is movable with the support means, following the sliding direction,
• the locking system is able to pass into an unlocked state, in which the closing wall is detached from the support means, so that the closing wall is mobile alone, depending on the sliding direction.
• the invention thus allows, by allowing the sliding of the closure wall during unlocking of the system, to avoid hindering the path of passengers in case of evacuation procedure.
• the invention can be implemented regardless of the extended length of the closure wall, which facilitates its implementation in emergency conditions.
• the locking system comprises at least one stud, in particular provided with a head, able to cooperate
• the holding zone and / or the clearance zone is formed in at least one rail.
• the rail is disposed on the closure wall and the stud is disposed on the support means, or vice versa.
• the locking system comprises at least one retaining member disposed between the holding zone and the disengagement zone.
• the retaining member has a retaining force threshold greater than a force necessary to move the closure wall and / or the support means along the slide when the locking system is in the locked state.
• the retaining member is constituted by a ball mounted on a spring.
• a stopper is provided in the closure wall.
• the stop stop is able to take
• a blocking position in which the stopper bears against a fixed part relative to the support means in order to prevent relative movement of the closure wall with respect to the support means
• - An unlocking position wherein the stopper is released from the fixed portion relative to the support means to allow a relative movement of the closure wall relative to the support means.
• a gripping means in particular a handle, in particular located on a corner of the closure wall, is able to control a displacement of the stopper.
• the invention also relates to a seat unit comprising at least one housing and provided with a closure device according to any one of the preceding claims, characterized in that the closure wall, in a stored position, is arranged to inside the dwelling.
• the closure wall is adapted to come into bearing by gravity against a bottom of the housing when the locking system is in the unlocked state.
• the bottom of the housing is covered with a layer of a low friction coefficient coating.
• FIG. 1 is a schematic top view of a cabin of an aircraft incorporating a seat arrangement according to the present invention
• FIG. 2 is a front perspective view of a seat comprising a closure device according to the present invention
• FIGS. 3a and 3b are perspective views from a circulation corridor of the seat according to the present invention with the closure device respectively in the deployed position and in the stored position;
• FIGS. 4a and 4b are perspective views from a space in which is arranged the seat according to the present invention with the closing device respectively in the deployed position and in the stored position;
• FIG. 5 is a cross-sectional view of the closure device according to the present invention.
• FIG. 6 is a longitudinal sectional view of the closure device according to the present invention.
• FIGS. 7a and 7b are perspective views of a locking device of the closure device respectively in a locked state and in an unlocked state;
• FIG. 7c shows a positioning of a closure wall inside a housing when the locking system is in an unlocked state
• FIGS. 8a and 8b are detailed perspective views of the locking system of the closure device respectively in a locked state and in an unlocked state;
• FIGS. 9a and 9b are longitudinal sectional views of the closure device showing a stopper respectively in a locking position and an unlocking position allowing movement of the closure wall;
• FIGS. 10a and 10b are detailed perspective views of a gripping means for controlling the movement of the stopper from one position to another.
• FIG. 1 shows an aircraft cabin 10 extending along a longitudinal axis X1 having an arrangement of seats January 1.
• the seating arrangement 1 1 according to the present invention comprises a plurality of seating units 12 each comprising an individual seat 13.
• the seat 13 is able to move from a "sitting" position, corresponding to the position used in particular during the stopping, taking off, and landing phases of the aircraft, and a "lying" position, in which the seat 13 defines a sleeping plane, preferably substantially horizontal for the passenger.
• the "sitting" position and the “lying down” position constitute configurations of the seat 13 in two extreme positions.
• the seat 13 may also take intermediate positions, called “relax" positions, between these two extreme positions.
• the plurality of seat units 12 are arranged in at least one row 15a extending preferentially along the longitudinal axis X1 of the aircraft cabin 10. According to the example shown in FIG. seats 12 are arranged in four rows 15a, 15b, 15c and 15d.
• the seating unit 12 within the row 15a, respectively the rows 15a, 15b, 15c and 15d, can be oriented so that the seat 13 is facing forward or towards the rear of the plane.
• front and rear used in connection with the expression “seat unit” locally define a relative position of the seat 13 inside the row 15a. 15a, 15b, 15c and 15d, respectively, and in no way refer to an orientation of the seat 13 within the aircraft cabin 10.
• front seat unit means that the seat unit is positioned directly in front of another seat unit within the row
• rear seat unit means that the seat unit is positioned directly behind another unit of seat seat inside the row along the longitudinal axis X1 of the aircraft cabin 10.
• the arrangement of seats 1 1 comprises two lateral groups 1 6a, 16b comprising seating units 12.
• the two side groups 1 6a, 1 6b are respectively constituted by two rows 15a, 15b of seats units 12 positioned along a side wall 17 of the fuselage of the aircraft cabin 10.
• the arrangement of seats 1 1 also comprises a central group 20.
• the central group 20 is preferably consisting of two rows 15c, 15d of seating units 12. In such an arrangement, the two rows 15c, 15d of seating units 12 are advantageously contiguous laterally with respect to each other.
• the lateral groups 16a, 16b are respectively separated from the central group 20 by a circulation corridor 21.
• two circulation corridors 21 are thus provided in the aircraft cabin 10, specifically between each lateral group 16a, 16b and the central group 20.
• each seat 13 has an extension axis X2 substantially corresponding to a direction of longitudinal extension of the seat 13.
• the extension axis X2 corresponds to the direction of longitudinal extension of the seat 13 in "lying" position.
• the extension axis X2 forms a non-zero angle with the longitudinal axis X1 of the aircraft cabin 10.
• each seat 13 is turned towards the circulation corridor 21 adjacent to the row 15a.
• each passenger has direct access to the traffic corridor 21 from the seat 13.
• the direct access to the traffic corridor 21 is facilitated by the fact that the feet of the passenger are located on the side of the traffic corridor 21.
• two seat units 12 are disposed laterally contiguous with respect to each other.
• the two seat units 12 have seats 13 extending in two distinct directions.
• the respective extension axes X2 of the two seat units 12 form an acute angle between them.
• Such a configuration is such that the two seating units 12 form a "V".
• a tip of the "V" shape of the two seating units 12 is located behind respective backs 24 of the two seating units 12.
• the optimization of the aircraft cabin density 10 with respect to a width of the latter is possible in particular by modifying the angle of the extension axis X2 of the seats 13 with respect to the longitudinal axis X1 of the cabin of plane 10.
• the X2 extension axes of the seats 13 can form substantially the same angle with respect to the longitudinal axis X1 of the aircraft cabin 10.
• the extension axes X2 of two seats 13 adjacent central group 20 can cut the longitudinal axis X1 of the aircraft cabin 10 substantially at one point.
• the two laterally adjacent seats 13 may be offset relative to one another along the longitudinal axis X 1, so that the extension axes X 2 of the two laterally adjacent seats 13 intersect the longitudinal axis X 1 in different points.
• each seat unit 12 comprises a seat 13.
• the seat 13 comprises a backrest 24, in particular adjustable in inclination, and a seat 25, including potentially adjustable inclination .
• the seat 13 may comprise a leg rest 26, in particular adjustable in inclination.
• the seat unit 12 may include a footrest.
• the footrest may consist of a fixed cushion, in particular arranged in a housing dedicated to receive the feet of the passenger.
• the footrest may consist of an element located at the end of the legrest 26.
• the seat unit 12 may also include a side cabinet 32, particularly able to serve as a fixed shelf and / or shelf storage meal.
• the seat unit 12 may also include a fixed shell 33 capable of providing separation. Such a fixed hull 33 thus ensures the privacy of each passenger.
• the fixed shell 33 extends around the backrest 24 of the seat 13 in order to create an interior space, wholly or partly enclosed, in which the seat 13 is arranged.
• the seat unit 12 may comprise an armrest 34.
• the armrest 34 may be retractable, so that it is movable between a "raised” position, in which the armrest 34 is able to support a part of the seat.
• the passenger body in particular a passenger arm
• a "stored" position in which the armrest 34 is able to be positioned at the same level as the seat 25 of the seat 13, in particular when the latter is in position sitting and / or lying down.
• the passenger can thus take advantage of comfort positions by placing, for example, a part of his body, including a leg, on the armrest 34 in the "stored" position.
• the seat unit 12 may optionally comprise a fixed cushion (not shown).
• the fixed cushion allows a maximization of the coating.
• it is advantageously intended to be positioned in an extension of the seat 13, in particular a lateral extension, when the latter is in the "lying down" position. As can be seen in particular in FIG.
• a passage 37 in particular a transverse passage 37, is formed between two consecutive seating units 12 of a row 15a, respectively the rows 15a, 15b, 15c and 15d, namely a unit of 12 "front seat and 12" rear seat unit. More specifically according to the embodiment shown, the passage 37 extends between the rear seat unit 12 "and the front seat unit 12".
• the passage 37 is arranged to allow a movement of the seat passenger 13 to the traffic corridor 21, especially when the seat 13 is in the "lying" position.
• a closure device 40 is able to ensure the closure of the passage 37.
• Such a closure device 40 thus makes it possible to define, in particular in cooperation with the fixed shell 33 of the seating unit 12, an enclosed space around the seat 13.
• the closure device 40 When the closing device 40 is deployed, as illustrated in particular in FIGS. 3a and 4a, the passage 37 separating two consecutive seating units 12 from the row 15a, respectively the rows 15a, 15b, 15c, 15d, is closed. by the closure device 40.
• the closure device 40 is capable of moving in a direction of sliding D, advantageously a straight sliding direction D.
• the passenger seated in the seat 13 is separated from any passenger and / or board personnel walking in the traffic corridor 21 by the closing device 40, able to cooperate with the fixed shell 33 extending around the seat 13 The passenger is thus seated in an intimacy zone defined by the enclosed space thus created.
• the closure device 40 comprises a support means 41, in particular a carriage, capable of sliding along a slideway 42 in the direction of sliding D.
• the support means 41 may, for example, comprise wheels 43 cooperating with the slideway 42.
• a locking system 45 is mounted between the support means 41 and a closure wall 46.
• the closure wall 46 is shown disposed inside a housing 47.
• the locking system 45 is able to assume a locked state, in which the locking system 45 provides a mechanical connection between the closure wall 46 and the support means 41.
• the closure wall 46 is then movable, in particular with the support means 41, in the sliding direction D, between a stored position and an extended position.
• the closure wall 46 In the stored position, the closure wall 46 is located mainly inside the housing 47. In such an arrangement, the closure wall 46 is able to disengage, at least in a majority portion, the passage 37, as shown in Figures 3b and 4b. In the deployed position, the closure wall 46 is located mainly outside the housing 4. In such an arrangement, the closure wall 46 is capable of closing, at least in a majority portion, the passage 37, such as shown in Figures 3a and 4a.
• the present invention provides that the locking system 45 is able to assume an unlocked state, in which the closure wall 46 is capable of being disconnected from the support means 41, so that the closing wall 46 is only movable, in the sliding direction D, between the deployed position and the stored position.
• the locking system 45 comprises pads 49, ideally respectively provided with a projecting head.
• the pads 49 may, for example, be constituted by screws.
• the pads 49 are able to cooperate, on the one hand, with holding zones 51 formed in rails 52, when the locking system 45 is in the locked state, and, on the other hand, with zones of clearance 53 formed in the rails 52, when the locking system 45 is in the unlocked state.
• a gap L1 between the rails 52 is smaller than the maximum diameter of the stud heads 49, so that the closing wall 46 is supported by the studs 49.
• the clearance zones 53 a gap between the rails 52 is greater than the diameter of the stud heads 49, so that a space is created allowing the studs 49 to pass to separate the closure wall 46 from the means of support 41.
• the head of the studs 49 cooperates with a reception space disposed under the rails 52 by complementarity of shape, here frustoconical.
• the rails 52 are arranged on the closure wall 46 and the pads 49 are arranged on the support means 41. More specifically, the rails 52 are arranged on the upper edge of the closure wall 46.
• the structure according to the present invention may be reversed, in that the rails 52 may be arranged on the support means 41 and the pads 49 may be arranged on the closure wall 46.
• the locking system 45 comprises at least one retaining member 56 disposed between a holding zone 51 and a disengaging zone 53.
• the retaining member 56 thus makes it possible to prevent inadvertent movement of the closure wall 46 with respect to the support means 41.
• the retaining members 56 advantageously have a threshold of retention force greater than a force necessary to move the wall. closure 46 and the support means 41 along the slideway 42, when the locking system 45 is in the locked state.
• the restraint force threshold is for example between 15 and 60 Newtons. Such a force threshold makes it possible to ensure the passage of the locking system 45 from the locked state to the unlocked state, without much difficulty, in the event of a user acting on the closure wall 46.
• the retaining member 56 is constituted by a ball mounted on a spring.
• the restraint force threshold can be adapted by adjusting the setting of the spring.
• the retaining member 56 may be constituted by a mechanical element breakable under some force, such as a breakable tongue under the action of a force exerted by the user.
• a stopper 59 may be provided in the closure wall 46, as illustrated in particular in Figures 6, 9a, and 9b.
• the stop stop 59 is able to take
• a blocking position in which the stopper 59 bears against a fixed part relative to the support means 41 in order to avoid a relative displacement of the closing wall 46 with respect to the support means 41 (as can be seen in FIG. see especially in Figure 9a) and
• a gripping means 60 is adapted to control the passage of the stopper 59 of the locking position at the unlock position.
• the gripping means 60 is, for example, located on a corner of the closure wall 46 and may, for example be constituted by a handle, in particular a rotary handle, connected to an actuating pin 61 of the stopper 59.
• an elastic member such as a spring 62, urges the stopper 59 in the locking position.
• the actuating pin 61 pushes the stopper 59, so that the stopper 59 compresses the spring 62 to enter the interior of its housing and move into position release allowing the closure wall 46 to move relative to the support means 41.
• Maintaining the handle 60 in the rest position can be achieved by means of a locking ball 56 ', in particular similar to that used in the locking system 45, as shown in Figure 10b.
• the locking system 45 is in a locked state, so that the user can easily move the closure wall 46 to an extreme position, corresponding to the stored position or the deployed position, of the closure 46 to the other due to the guiding of the closure wall 46 by the support means 41 which can slide along the slideway 42, as shown in Figures 3a, 3b, 4a, 4b
• the passenger can then exert a thrust force F1 on the closure wall 46 towards the interior of the housing 47.
• the thrust force F1 exceeds the force of the retaining member 56
• the heads of the studs 49 compressing the springs so that the retaining members 56 retract within their housing to allow movement of the closure wall 46 relative to the support means 41.
• the closure wall 46 can then be moved until the clearance zones 53 are in front of the stud heads 49, as shown in Figures 7a, 7b, 8a and 8b.
• closure wall 46 then disengages from the support means 41 and bears against the bottom of the housing 47 by gravity, as shown in FIG. 7c.
• the locking system 45 is then in the unlocked state.
• the user can then slide the closing wall 46 alone against the bottom of the housing 47 in the direction of sliding D to move it to the stored position inside the housing 47.
• the bottom of the housing 47 is covered with a layer 63 of a coating with a low coefficient of friction.
• This coating may for example be made of teflon, thermoplastic, or aluminum / stainless steel with a smooth surface state.
• the present invention is reversible, in that, by a reverse operation, it is possible to raise the closing wall 46 on the support means 41.
• the clearance zones 53 are placed opposite the pads 49.
• the pads 49 come to cooperate with the holding zones 51.
• the pads 49 pass over the retaining members 56, so that the closure wall 46 is secured to the support means 41.
• the stopper 59 can then return to a blocking position.
• stopper 59 and the retaining members 56 may be used independently of one another. Thus, in an alternative embodiment, it will be possible to eliminate the presence of the stopper 59. Alternatively, it is also possible to use only the stopper 59 without providing retaining members 56.

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• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Seats For Vehicles (AREA)
• Support Devices For Sliding Doors (AREA)

Priority Applications (4)

Applications Claiming Priority (2)

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Family

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Cited By (11)

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Citations (7)

Family Cites Families (18)

• 2018
  • 2018-03-05 WO PCT/EP2018/055333 patent/WO2018184778A1/fr unknown
  • 2018-03-05 EP EP18709997.3A patent/EP3606817B2/de active Active
  • 2018-03-05 JP JP2019554540A patent/JP7097386B2/ja active Active
  • 2018-03-05 US US16/500,990 patent/US10926879B2/en active Active
• 2021
  • 2021-02-19 US US17/179,713 patent/US11518519B2/en active Active

Patent Citations (7)

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